WO2019096934A1 - Procédé pour faire fonctionner un dispositif de freinage et dispositif de freinage pour véhicules automobiles - Google Patents

Procédé pour faire fonctionner un dispositif de freinage et dispositif de freinage pour véhicules automobiles Download PDF

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Publication number
WO2019096934A1
WO2019096934A1 PCT/EP2018/081441 EP2018081441W WO2019096934A1 WO 2019096934 A1 WO2019096934 A1 WO 2019096934A1 EP 2018081441 W EP2018081441 W EP 2018081441W WO 2019096934 A1 WO2019096934 A1 WO 2019096934A1
Authority
WO
WIPO (PCT)
Prior art keywords
trailer
switching valve
pressure
supply line
braking device
Prior art date
Application number
PCT/EP2018/081441
Other languages
German (de)
English (en)
Inventor
Andreas Leinung
Georg Mueller
Marius SCHMID
Original Assignee
Knorr-Bremse Systeme für Nutzfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Knorr-Bremse Systeme für Nutzfahrzeuge GmbH filed Critical Knorr-Bremse Systeme für Nutzfahrzeuge GmbH
Priority to US16/764,729 priority Critical patent/US11440514B2/en
Publication of WO2019096934A1 publication Critical patent/WO2019096934A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/20—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger specially for trailers, e.g. in case of uncoupling of or overrunning by trailer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/38—Brakes applied by springs or weights and released by compressed air
    • B60T13/385—Control arrangements therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/025—Electrically controlled valves
    • B60T15/027—Electrically controlled valves in pneumatic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1708—Braking or traction control means specially adapted for particular types of vehicles for lorries or tractor-trailer combinations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/406—Test-mode; Self-diagnosis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/88—Pressure measurement in brake systems

Definitions

  • the invention relates to a method for the operation of a braking device for
  • Motor vehicles in particular for commercial vehicles, wherein along a trailer supply line and / or a trailer control line of the air pressure is detected by at least a first pressure transducer and transmitted in the form of an electrical signal to an electronic control unit of the motor vehicle. Furthermore, the invention relates to a braking device for motor vehicles, in particular for commercial vehicles.
  • Parking brakes also called parking brakes
  • trailers and rail vehicles are now regularly with
  • Towing vehicle are connected or not.
  • the invention is based on the idea that based on the method
  • Braking device of motor vehicles during operation preferably
  • Control unit and at least one pressure sensor or pressure sensor.
  • a pneumatic pressure at an output of the preferably pneumatic braking device, in particular on a trailer hitch detectable.
  • an open trailer supply line and / or an open trailer control line detectable.
  • Pressure sensor is detected.
  • Control unit appropriate countermeasures or protective measures are automatically initiated.
  • the automatic monitoring of the state of the braking device of the motor vehicle or the coupling with the trailer can be triggered by means of various types of electrical signals.
  • data relating to the vehicle state of the motor vehicle such as a position of the accelerator pedal or the clutch pedal, transmission information, vehicle speed, distance information, may be other
  • the electronic control unit to carry out a manually triggered check of the operational readiness of the motor vehicle by sending a corresponding input element or electrical signal to the electronic control unit by means of a manually operated smartphone, a touch screen or other operating elements. So it is based on the electronic control unit and at least a first
  • Pressure transducer possible to provide a variety of monitoring and control options for the operation of the motor vehicle or the braking device.
  • An electronic monitoring of the coupling state for a trailer is made possible.
  • the air pressure detected by at least a first pressure transducer and transmitted in the form of an electrical signal to an electronic control unit of the motor vehicle becomes.
  • the trailer supply line if necessary, provides compressed air for supplying the parking brake of the coupled trailer.
  • an air pressure or a pneumatic pressure change in the trailer supply line and / or the trailer control line can be detected and monitored.
  • a leakage such as a faulty coupling state of the trailer, due to which compressed air from the trailer supply line and / or the trailer control line can escape, is thus preferably automatic during operation
  • Braking device detectable, leading to a deviating, in particular a faulty, pressure change behavior.
  • Pressure change behavior may generally be a change in pneumatic pressure in the form of a pressure increase or pressure drop, as well as a constant pneumatic pressure.
  • the faulty pressure change behavior is detected when the measured air pressure within a predeterminable period deviates from a predeterminable pressure change threshold.
  • a pressure change threshold value can always also be a pressure change threshold range.
  • a pressure change threshold may be a threshold with respect to expected pressure rise, pressure drop, or steady state pressure.
  • a pressure drop or pressure increase may occur within the predeterminable time period, such that the measured air pressure deviates from a predefinable, expected pressure change threshold value or a pressure change threshold value range. In this case is a faulty
  • a faulty pressure change behavior thus describes, in particular, a behavior of the pneumatic pressure within the brake system that does not move within predicted, predetermined limits.
  • Air pressure change corresponds to a magnitude pressure change value which is greater than the predeterminable pressure drop threshold.
  • the pressure drop threshold may be an expected pressure drop threshold range.
  • the parking brake is released and ventilated in this way with compressed air. If the trailer supply line and / or the trailer control line demolished or not properly connected to the trailer results in a pressure drop.
  • the magnitude pressure change value describes the change in the air pressure within a predefined or predefinable time period, in particular too
  • a measured change in air pressure thus results from at least two measured values which are detected at the beginning and at the end of a predetermined waiting time by means of the at least one first pressure transducer.
  • the detectable pressure change value by means of a computational model independent of the vehicle-specific
  • Trailer supply line or the trailer control line at a low pneumatic pressure for example between 100 and 500 mbar, is possible, so that in particular volumes of the pneumatic lines of the trailer are negligible. Furthermore, it can be provided that in the case of the engaged parking brake of the trailer, after the ventilation of the trailer supply line and / or the
  • Pressure change behavior is present when the measured air pressure change corresponds to a pressure change value which is smaller than the predeterminable pressure rise threshold value.
  • the parking brake is engaged, first the trailer supply line and / or the trailer control line is ventilated. If the trailer supply line is not connected, a faulty pressure change behavior can be detected by the measured air pressure change being smaller than the predetermined pressure increase threshold value.
  • the pressure rise threshold or pressure rise threshold range corresponds in this sense to an expected increase in air pressure.
  • Pressure rise threshold can be determined.
  • a pneumatic test pulse is generated by means of a first switching valve in connection with the trailer supply line and / or a pneumatic test pulse along an input and an output of a second switching valve in connection with the trailer control line is generated.
  • a predefinable time period or a predefinable waiting time for the detection of pressure values may be provided in a prolonged form in order in particular to enable or to consider a switching of the second switching valve for the acquisition of measured values.
  • the input and the output of the second switching valve are connected to each other and the pneumatic test pulse by means of an inlet valve and / or a vent valve or by means of an electrical brake signal can be generated.
  • the first switching valve is preferably fluidly connected to the trailer supply line.
  • the second switching valve is preferably connected to the trailer control line
  • test pulse can be understood as a specific, determinable compressed-air pulse.
  • a pneumatic test pulse in the form of a compressed air pulse can be used to detect a compressed air change behavior in the trailer control line by means of the at least one first Druckmaschineetz Stammskos.
  • a coupling between the trailer supply line and the second switching valve may be provided, so that an air pressure for controlling the second switching valve can be used.
  • a pneumatic test pulse or a compressed air pulse can be generated along the trailer control line, in particular by the inlet valve and / or a vent valve or by means of an electrical brake signal.
  • the inlet valve and the vent valve are preferably fluidly connected to the second switching valve.
  • a brake pedal may be provided for generating an electrical brake signal and operable to apply a pneumatic test pulse along the
  • the first switching valve is provided in connection with the trailer supply line, which is switched by means of the control unit in the venting state, if in the trailer supply line and / or the trailer control line a faulty pressure change behavior is detected.
  • the first switching valve can be switched to the venting state if a faulty pressure change behavior is detected in the trailer supply line and / or the trailer control line.
  • a protective function is provided for the brake system, so that a parking brake of the trailer is automatically vented and actuated as soon as
  • a coupling between the compressed air supply line and the second switching valve may be provided such that the second switching valve is controlled in conjunction with the compressed air control line in response to the air pressure in the trailer supply line.
  • an electrical connection is further provided between the electronic control unit and the first switching valve.
  • the electronic control unit may, if necessary, in the first switching valve
  • Bleed state switch when a faulty pressure change behavior in the trailer supply line and / or in the trailer control line is detected.
  • a ventilation of the trailer supply line is effected.
  • a malfunction such as a leak, may be detected by at least a first pressure transducer as soon as an unexpected change or unexpected change in the air pressure in the trailer supply line and / or in the trailer control line is detected.
  • the second switching valve is based on the coupling line in a separate state or on
  • the second switching valve can be designed in this sense as a check valve, in particular in the form of a towing vehicle protection valve.
  • Pressure change behavior associated with e.g. a start-up detection by the electronic control unit be triggered or initiated, preferably automatically be triggered.
  • a compressed air change behavior along the trailer supply line and / or the trailer control line can preferably be monitored and monitored automatically with the aid of the at least one first compressed air receiver and the electronic control unit.
  • a braking device for motor vehicles, especially for commercial vehicle is provided.
  • the braking device is provided with at least one compressed air connection, an electronic control unit, at least one input element, at least one first Switching valve, at least a first pressure transducer and a first trailer coupling unit and a second trailer coupling unit provided.
  • the electronic control unit is connected to the input element, a control input of the first switching valve and the first pressure transducer, in particular electrically connected.
  • a trailer supply line is provided such that an output of the first switching valve is connected to the first trailer coupling unit.
  • Pressure sensor is connected to the trailer supply line and / or the trailer control line.
  • the input element is preferably provided as an electrical input signal, which in particular can fulfill the usual function of a switch for triggering the switching signal.
  • the input element as an electrical signal by a
  • An invaluablekennung or other data of the motor vehicle are triggered, resulting from the operating condition of the motor vehicle.
  • data can be processed by a variety of sensors of a motor vehicle as well as from the field of autonomous driving, for example, distances to other traffic participants to trigger an input element in the form of an electrical signal, if necessary.
  • the input member may be considered as an input switch for manual or automatic operation.
  • the input element may be configured in the form of a Smarphone, a touch screen or a similar component.
  • the braking device can be connected by means of the compressed air connection with any compressed air source.
  • a pressure transducer may in the sense of the present invention as a sensor, a (pressure) switch or a comparable element for the qualitative or quantitative detection or detection in particular of a pneumatic pressure in a
  • a trailer supply line is provided such that an output of the switching valve is connected to the first trailer hitch unit.
  • Trailer coupling unit is provided in particular for coupling with a parking brake of the trailer.
  • a trailer control line is provided such that an output of the second switching valve is connected to the second trailer coupling unit.
  • the second trailer coupling unit is provided in particular for coupling with a service brake of the trailer.
  • the braking device is based on the basic idea that with the aid of an electronic control unit and at least one pressure sensor, a plurality of monitoring and control options for the operation of the
  • Motor vehicle or the braking device can be provided, in particular a monitoring of the coupling state for a trailer and a
  • a motor vehicle in particular a commercial vehicle, preferably a towing vehicle with at least one trailer to understand.
  • an electrification in the sense of the braking device according to the invention is available, so that additional functionalities compared to conventional, in particular mainly manually controllable,
  • Additional functionalities may concern the monitoring of the proper operation of the braking device, the automated control in various
  • Antilock braking system be provided.
  • the at least one first pressure transducer is an external pressure sensor which is pneumatically and electrically connected to the braking device, preferably to a parking brake device.
  • the at least one first pressure transducer can be electrically integrated into a parking brake system according to the present invention, wherein a pneumatic connection to the trailer supply line or the trailer control line is provided. Furthermore, the first pressure transducer can also be provided as an external pressure sensor, which electrically and pneuamtisch to the parking brake or the
  • Braking device is connected.
  • the electronic control unit is connected to the input element, a control input of the switching valve and the first pressure transducer.
  • control unit is electrically connected to the various components of the braking device to a variety of data, such as switch and
  • Valve positions and measured values of sensors to process are referred to process.
  • the control unit is a central control means for receiving, processing and transfer of data or signals, in particular for the automatic or semi-automatic control of the braking device.
  • a trailer supply line is provided such that an output of the first switching valve is connected to the first trailer coupling unit.
  • Switched state of the first switching valve ventilated, so supplied with compressed air, or vented.
  • Compressed air is thus for a parking brake, in particular a spring-loaded parking brake, a trailer to the first trailer hitch unit
  • the first switching valve can be provided in particular as an electrically controllable, bistable switching valve.
  • the braking device is a second
  • the second switching valve can be designed inter alia in the sense of a check valve, in particular a towing vehicle protection valve.
  • the first pressure transducer may be connected to the output of the first switching valve or to the output of the second switching valve.
  • a trailer control line is provided such that an output of the second switching valve is connected to the second trailer coupling unit.
  • compressed air can be supplied to the second trailer coupling unit for a service brake of the trailer on the basis of the trailer control line.
  • the second switching valve may be provided as a component of the towing vehicle protection valve.
  • a connection to the trailer control line may be interrupted when e.g. an unwanted pressure loss or leakage occurs in the trailer supply line.
  • an air pressure or a pressure change behavior ie a change in the air pressure, in the trailer supply line and / or in the
  • a pressure change behavior is to be understood in particular as meaning that depending on the intended use of the trailer supply line or the trailer control line, a specific behavior of the air pressure is to be expected during operation of the brake device. Accordingly, deviations from the expected pressure change behavior indicate leakage or other faults in the pneumatic circuit, in particular the trailer supply line and / or the trailer control line.
  • An expected pressure change behavior can be both the change of a
  • Air pressure as well as the maintenance of a certain air pressure during operation Air pressure as well as the maintenance of a certain air pressure during operation.
  • a faulty pressure change behavior in the trailer supply line may be present if a trailer is to be connected to the first trailer coupling unit and no air pressure can be built up in the trailer supply line.
  • the coupling state between towing vehicle and trailer can be determined or monitored.
  • leakage or otherwise irregular pressure change behavior in the trailer supply line e.g. an unexpected pressure drop
  • protective measures can be introduced by means of the control unit.
  • the first pressure sensor may be provided in the trailer control line in communication with the output of the second switching valve to
  • an erroneous pressure change behavior in the trailer control line is to be understood as meaning that an expected change in pressure on the engine Input of the second switching valve between the output of the second switching valve and the second trailer coupling unit is not detectable or an unexpected pressure change is detectable.
  • the expected pressure change can be derived from the operation of controls such as a brake pedal or an electric brake signal and in the
  • Control unit to be processed.
  • the air pressure or the pressure change behavior in the trailer supply line or the trailer control line can be monitored in this way to detect a possible malfunction by means of the control unit and to be able to initiate protective measures by, for example, the switching of valves.
  • a coupling line may be provided so that the trailer supply line is connected to a control input of the second switching valve.
  • the second switching valve is switchable in dependence on the air pressure or fluid pressure in the trailer supply line.
  • the second switching valve is preferably switched to a disconnected state, so that there is no connection between the input and the output of the second switching valve.
  • the trailer control line can be protected from an unexpected drop in air pressure in the event of leakage in the trailer supply line.
  • Towing vehicle and trailer is thus also a towing vehicle protection function provided by the braking device according to the invention. Furthermore, it can be provided that the at least one first pressure transducer is provided in connection with an output of the first switching valve and at least one second pressure transducer is provided in connection with an output of the second switching valve.
  • the braking device according to the invention can be designed in this sense with at least two pressure sensors, wherein a pressure change behavior in the trailer supply line and in the trailer control line can be determined independently of each other.
  • the coupling state to the first trailer coupling unit and the second trailer coupling unit can be determined.
  • Pressure sensor on the trailer control line and a leak or the like in the trailer supply line is detected.
  • Switching state of the second switching valve from the air pressure in the trailer supply line causes a faulty pressure change behavior in the trailer supply line also a detectable deviation from the expected pressure change behavior in the trailer control line.
  • At least one input element is provided in connection with the electronic control unit, so that the first switching valve is switchable by means of the input element, in particular is electrically switchable.
  • the first switching valve is switchable by means of the input element, in particular is electrically switchable.
  • an inlet valve may be provided such that the input of the second switching valve is connected to an outlet of the inlet valve or
  • an inlet of the inlet valve may be directly or indirectly connected to the compressed air connection, i. be connected or connectable via other components of the pneumatic circuit, so that compressed air via the inlet valve can be provided.
  • compressed air can be supplied to the input of the second switching valve in a controlled manner by means of the inlet valve.
  • a venting valve may be provided such that an inlet of the venting valve is connected to the outlet of the inlet valve.
  • an air pressure at the input of the second switching valve by means of the inlet valve and the purge valve can be selectively adjusted or controlled.
  • a stretch brake unit may be provided in conjunction with the electronic control unit, so that the inlet valve via a control input and the vent valve via a control input by means of the control unit are electrically switchable.
  • a stretch brake unit for providing a
  • Stretch braking functionality provided for the motor vehicle.
  • Inlet valve and the vent valve by means of the control unit is compressed air via the second switching valve of the second trailer coupling unit for a
  • Motor vehicle can be stretched and is stabilized in this way.
  • Fig. 1 shows an embodiment of a braking device for motor vehicles with a first and second pressure transducer.
  • a braking device 1 for motor vehicles with a compressed air connection 2 and an electronic control unit 3 is shown.
  • Compressed air can be supplied to the brake device 1 via the compressed air connection 2 in order to be preferably used further for compressed air preparation for removing oil and moisture from the compressed air for the brake device 1.
  • the compressed air connection 2 can be connected to any compressed air source.
  • the electronic control unit 3 is a central control means.
  • the control unit 3 is electrically connected to the remaining components of the braking device 1, such as valves, sensors, switches or other input elements 4.
  • An input element 4 can be understood in this sense as a sensor, switch or the like, in particular as an electrical signal of the sensor, switch or the like to the electronic control unit 3, so that an automatic monitoring of the braking device is required triggered.
  • All signals and data can be supplied to the control unit 3, processed in the control unit 3 and resulting control commands to at least one of
  • Components of the braking device 1 are forwarded.
  • an input element 4 and a first switching valve 5 with an input 5a, an output 5b, a control input 5c and a
  • Vent outlet 5d shown.
  • the input element 4 is electrically connected to the control unit 3.
  • the first switching valve 5 is connected to the control unit 3 via the control input 5c.
  • the first switching valve 5 is connected as shown in FIG. 1 as a spring-loaded 3/2 way valve such that the output 5b is connected to the ventilation outlet 5d.
  • the first switching valve 5 may be provided as a bistable switching valve.
  • the braking device 1 has a first trailer coupling unit 9.1 and a second trailer coupling unit 9.2.
  • the first trailer coupling unit 9.1 is connected via a trailer supply line 10.1 to the output 5b of the first switching valve 5.
  • the trailer supply line via the vent outlet 5d of the first switching valve 5 is vented.
  • Spring-loaded parking brake of a trailer can be provided.
  • the second switching valve 7 may be provided in the sense of Fig. 1 in the form of a towing vehicle protection valve 6.
  • the second switching valve 7 has an input 7a, an output 7b and a control input 7c.
  • the input 7a of the second switching valve 7 is via various
  • Pneumatic circuit components connected to the compressed air port 2 so indirectly that, for example, by pressing a brake pedal compressed air, in particular processed compressed air, the input 7a of the second switching valve can be supplied.
  • the output 7b of the second switching valve 7 is connected via a trailer control line 10.2 with the second trailer coupling unit 9.2 in order to supply them with compressed air.
  • the second trailer coupling unit 9.2 can be provided in particular for providing compressed air for a service brake of a trailer.
  • the second switching valve 7 is spring-loaded and normal
  • the control input 7c of the second switching valve 7 is connected via a coupling line 12 to the trailer supply line 10.1 and the output 5b of the first switching valve 5.
  • switching of the second switching valve 7 can be effected by changing the air pressure or the fluid pressure in the trailer supply line 10.1.
  • the switching position of the second switching valve 7 is coupled to the air pressure or the fluid pressure in the trailer supply line 10.1.
  • the braking device 1 is shown in FIG. 1 with a first pressure sensor or pressure sensor 8.1 and a second pressure sensor or pressure sensor 8.2.
  • the first pressure sensor 8.1 is electrically connected to the control unit 3 and the trailer supply line 10.1, ie the first pressure sensor 8.1 detects the air pressure in the trailer supply line 10.1, at the output 5b of the switching valve 5 and at the first trailer coupling unit 9.1.
  • the second pressure sensor 8.2 is electrically connected to the control unit 3 and the trailer control line 10.2, ie the second pressure sensor 8.2 detects the air pressure in the trailer control line 10.2, at the output 7b of the second switching valve 7 and the second trailer coupling unit 9.2.
  • first and second pressure transducer 8.1; 8.2 it can be determined whether there is a suitable air pressure for the operation of the motor vehicle in the trailer supply line 10.1 and / or the trailer control line 10.2.
  • This function can be understood as a trailer detection function.
  • Pressure change behavior is derived by the control unit 3.
  • the second switching valve 7 is simultaneously switched by means of the coupling line 12 to the control input 7c of the second switching valve 7.
  • This may be understood to mean a towing vehicle protection function, whereby by switching over the second switching valve 7 in the event of a pressure loss in the trailer Supply line 10.1 a potential pressure loss in the trailer control line 10.2 is prevented.
  • Trailer no pressure build-up or no sufficient pressure build-up in the trailer supply line 10.1 can be determined.
  • Faulty pressure change behavior in the trailer control line may be present when a brake pulse, in particular at an input 7a of the second
  • Switching valve 7 is applied, in the trailer control line 10.2 is not detectable.
  • a slowly decreasing air pressure in the trailer control line 10.2 can indicate a leakage or a faulty pressure change behavior, to which the control unit 3 can initiate corresponding countermeasures or protective measures.
  • the electrical connection of the electronic control unit 3 with the components of the braking device 1 or the motor vehicle is necessary, so that the control unit 3 both data via e.g. the switching state of the valves as well as the other components with the measured data of the first and / or second
  • Pressure transducer 8.1; 8.2 can compare and determine a faulty pressure change behavior.
  • a stretch braking unit 11 is also a further one
  • Input element 4 that is, as a source of an electrical signal to the control unit 3, and shown in electrical communication with the control unit 3.
  • FIG. 1 shows an inlet valve 11.1 and a venting valve 11.2, which can be controlled via the control unit 3, preferably by means of the stretch braking unit 11.
  • a control input 11.1 c of the inlet valve 11.1 and a control input 11.2c of the venting valve 11.2 are electrically connected to the control unit 3.
  • the inlet valve 11.1 also has, as a normally separated 2/2-way valve, an inlet 11.1a and an outlet 11.1b.
  • the input 11.1 a is supplied with compressed air via the compressed air connection 2 and other components of the pneumatic circuit.
  • the output 11.1 b of the inlet valve 11.1 is shown in FIG. 1 via a
  • Double check valve interrupted or disconnected at least in part.
  • the vent valve 11.2 has as an according to FIG. 1 spring-loaded, normally open 2/2-way valve on an input 11.2a and a vent outlet 11.2b.
  • the input 11 2a of the vent valve 11.2 is connected to the output 11.1 b of
  • Stretching brake unit 11 and the control unit 3 are controllable, a ventilation or venting of the input 7a of the second switching valve 7 can be set specifically.
  • a bracing braking for stabilizing the motor vehicle can be activated by means of the Sreckbremsaku 11 and made by means of the electronic control unit 3 by controlling the intake valve 11.1 and the vent valve 11.2 as required.
  • a test pulse can be applied to the inlet 7a of the second switching valve 7 in order to provide an expected pressure change behavior in the
  • the second pressure transducer 8.2 falls away without replacement.
  • the first pressure sensor 8.1 is provided in the trailer supply line 10.1, a pressure change behavior in the trailer supply line 10.1 can be detected and optionally a switching of the switching valve 5 can be initiated via the control unit 3.
  • a faulty pressure change behavior in the trailer supply line 10.1 causes via the coupling line 12, that the second switching valve 7 has a separate switching state.
  • At least one input element 4 in particular in the form of an electrical signal, e.g. a sensor, switch or the like in the context of a starting detection, by means of the electronic control unit 3, a preferably automatic monitoring of the braking device of a

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un dispositif de freinage (1) pour véhicules automobiles, notamment pour véhicules utilitaires. La pression d'air le long d'une conduite d'alimentation de remorque (10.1) destinée à remplir un frein de stationnement d'une remorque et/ou d'une conduite de commande de remorque (10.2) destinée à ventiler un frein de service d'une remorque est détectée au moyen d'au moins un premier enregistreur de pression (8.1) et transmise sous la forme d'un signal électrique à une unité de commande électronique (3) du véhicule automobile. Un comportement de changement de pression erratique entraîne la détection d'une conduite d'alimentation de remorque (10.1) ouverte et/ou d'une conduite de commande de remorque (10.2) ouverte. L'invention concerne en outre un dispositif de freinage (1) pour véhicules automobiles, notamment pour véhicules utilitaires.
PCT/EP2018/081441 2017-11-16 2018-11-15 Procédé pour faire fonctionner un dispositif de freinage et dispositif de freinage pour véhicules automobiles WO2019096934A1 (fr)

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US16/764,729 US11440514B2 (en) 2017-11-16 2018-11-15 Method for operating a braking device and braking device for motor vehicles

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DE102017126976.2A DE102017126976A1 (de) 2017-11-16 2017-11-16 Verfahren für den Betrieb einer Bremseinrichtung für Kraftfahrzeuge
DE102017126976.2 2017-11-16

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WO2021121549A1 (fr) * 2019-12-16 2021-06-24 Volvo Truck Corporation Détermination et partage d'état de raccordement de remorque
DE102020124225A1 (de) * 2020-09-17 2022-03-17 Zf Cv Systems Europe Bv Ventilanordnung eines Zugfahrzeugs zur Steuerung einer pneumatischen Bremsanlage eines Anhängerfahrzeugs und Verfahren zu deren Steuerung

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US20210171001A1 (en) 2021-06-10

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